Active aerodynamic application torque driven links

ABSTRACT

An active aerodynamic application torque link system including a four bar linkage having a fixed link, driven link, follower link and coupler. The fixed link has a follower link aperture and a driven link aperture. The follower link has a first end rotatably connected to the follower link aperture of the fixed link and a second end of the follower link is connected to the coupler. The driven link is rotatably connected at a first end to the coupler and coupled at a second end to a torque transfer tube that has a cross sectional shape of a four sided polygon with four radial facets. The four sided torque transfer tube is rotatably connected to the driven link aperture of the fixed link. The four bar linkage is used in a number of different applications by connecting the coupler with different components.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Utility patent applicationSer. No. 17/252,632 filed on Dec. 15, 2020, which is a national phaseapplication under 35 USC 371 of PCT International Patent Application No.PCT/US2019/038570 filed Jun. 21, 2019 which claims the benefit of U.S.Provisional Application No. 62/688,152, filed Jun. 21, 2018. Thedisclosures of the above applications are incorporated herein byreference.

FIELD OF THE INVENTION

The present invention relates to a scalable active aerodynamicapplication for a torque driven link system implementing the use of apolygon four sided torque transfer tube.

BACKGROUND OF THE INVENTION

In the automotive field and there has been an increased demand for morefuel efficient vehicles. One way that automotive manufacturers havesought to increase fuel efficiency is to improve the aerodynamics of thevehicle to reduce wind drag. This often involves employing spoilers, airdams, active grille shutter systems and tire spats. Traditionally thesefeatures are static, however they can sometimes take away from theaesthetics of the vehicle. Additionally other structures such as airdams and tire spats provide no benefits at low speeds and can actuallycreate problems as the car travels over obstacles, usually encounteredwhen driving at lower speeds. Therefore it is desirable to make the airdam and tire spats active so that they deploy when the vehicle istraveling at higher speeds, but will move to an undeployed or stowedposition when the vehicle is moving at slower speeds. This allows formore ground clearance to travel over obstacles such as speed bumps,curbs or other objects.

Existing active aerodynamic applications typically implement a type ofactuator and driven link system. Some of the problems encountered withexisting aerodynamic applications is that the drive line for the systemsimplement a complex number of components, which can create toleranceissues between components creating a noticeable lag between the actuatorand the end driven components such as an air dam. This tolerance issuecan contribute to wear and eventual failure of the system components.Existing systems also lack modularity to accommodate different systemdesigns. Additionally existing systems often employ the use of severalhubs connected to a rotating torque tube in order to move between thedeployed and undeployed positions. Often times the hubs must be quitelarge thereby creating problems with packaging efficiency.

It is an object of the present invention to design a system that reducesthe number of components and complexity of the driven link system. It isfurther an object of the present invention to design a system thatreduces or eliminates sensitivity to tolerance, such that there is nolag in performance when the driven link is actuated. It is also anobject of the present invention to reduce the packaging size of thedriven link system and provide the smallest possible driven link, whiledelivering the highest amount of torque. Lastly it is an object of theinvention to design a driven link system that is easily scalable insize, performance and configurations across several different designprograms.

SUMMARY OF THE INVENTION

An active aerodynamic application torque link system including a fourbar linkage having a fixed link, driven link, follower link and coupler.The fixed link has a follower link aperture and a driven link aperture.The follower link has a first end rotatably connected to the followerlink aperture of the fixed link and a second end of the follower link isconnected to the coupler. The driven link is rotatably connected at afirst end to the coupler and coupled at a second end to a torquetransfer tube that has a cross sectional shape of a four sided polygonwith four radial facets. The four sided torque transfer tube isrotatably connected to the driven link aperture of the fixed link. Thefour bar linkage is used in a number of different applications byconnecting the coupler with different components. For example, thecoupler can be connected to a running board, spoiler, air dam or otheractive components on a vehicle.

The driven link further includes a drive aperture formed through thesecond end of the driven link that is used to connect the torquetransfer tube to the driven link using a torsional non-slidinginterference fit. The torsional non-sliding interference fit is providedby the drive aperture having a plurality of drive zones each including aplurality of ramp surfaces having a length and a plurality of flatsurfaces having a length that abut against one of the four sides of thetorque transfer tube. Each of the four sides of the torque transfer tubehave radial facets that are separated by rounded corners. This designcombined with the shape of the drive bore of the drive link and thecollar of the actuator allows assembly by different types ofinterference fits, while also reducing spacing tolerances andeliminating lag between components.

The movement of the active aerodynamic application torque link system isprovided by an actuator. The actuator is connected to the torquetransfer tube and rotates torque transfer tube thereby transferringtorque to the four bar linkage through the driven link.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 depicts a side perspective view active aerodynamic torque linksystem with four bar linkage according to one embodiment of the presentinvention.

FIG. 2 is a top perspective view of the four bar linkage used in theactive aerodynamic torque link system.

FIG. 3 is an exploded side perspective view of the four bar linkage usedin the active aerodynamic torque link system.

FIG. 4 is a cross-sectional plan end view of a torque transfer tube inaccordance with the present invention.

FIG. 5 is a cross-sectional plan end view of a collar portion of anactuator in accordance with the present invention.

FIG. 6 is an enlarged bottom perspective view of a drive aperture formedthrough the driven link.

FIG. 7 is a cross sectional side plan view of the drive aperture of thedriven link.

FIG. 8 is an enlarged side plan view of a drive aperture formed throughthe driven link.

FIG. 9A is a plan end view of a first end of the collar according to thepresent invention.

FIG. 9B is a plan end view of a second end of the collar according tothe present invention.

FIG. 10 is an exploded top plan view of the actuator.

FIG. 11 is a side perspective view of the actuator according to analternate embodiment of the invention.

FIG. 12 is a side perspective view of the actuator according to anotheralternate embodiment of the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiments are merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses.

The following terms and their definitions are now provided. “Torsionalinterference fit” as used herein is defined as a fit between two partsin which the external dimension of first part slightly exceeds theinternal dimension of the second part I in a way that eliminates orreduces torsional free play between the first part and second part.“Torsional non-sliding interference fit” as used herein is defined as aninterference fit between two parts in which a first part is forced underpressure into a slightly smaller hole or aperture in the second part ina way that both eliminates torsional free play between the first partand the second part and also affixes the location of the first part ontothe second part. “Polygon four sided torque rod” is a torque rod havingfour main radial facets with four corner radii, where each one of thefour corner radii are located between two main radial facets. “Neutralfit” is a fit between two parts that is not forced under pressure into aslight smaller hole in the second part, but rather the fit isaccomplished without the use of significant force pressure and the firstpart and second part are able to slide with respect to one another.

Referring now to the figures an active aerodynamic torque link system 10is shown. As shown in FIG. 1 the active aerodynamic torque link systemhas scalability in that an actuator 12 and individual four bar links 14,14′ are positionable at various locations along a torque transfer tube16. FIG. 1 demonstrates the scalability and variations available usingthe active aerodynamic torque link system 10. As shown there is a singleactuator 12 and two four bar links 14, 14′; however it is within thescope of this invention to provide additional actuators and four barlinkages depending on the particular application. The unique componentsof the four bar link, in particular the torque transfer tube 16 alongwith the hub design allows for the components shown in FIG. 1 to bequickly positioned at desired locations thereby providing versatilityand compatibility with a number of different global platforms.

Referring now to FIGS. 2 and 3 the details of the four bar links 14, 14′are now described. The four bar links 14, 14′ include a fixed link 18having follower link apertures 20, 20′ and a driven link apertures 22,22′. A follower link 24 is rotatably connected at one end to the fixedlink 18 using a pin 26 disposed through an aperture 28 in the followerlink 24 and through an aperture 29 on the opposite side. The pin 26 alsoextends through the follower link apertures 20, 20′ on the fixed link18. A second end of the follower link 24 is rotatably connected toapertures 31, 31′ of a coupler 30 with a pin 32 disposed throughapertures 33, 33′ at a second end of the follower link 24 and a firstend of the coupler 30. The coupler 30 is connected to an aerodynamicstructure such as tire spats or an air dam (not shown). Second apertures35, 35′ in the coupler 30 is rotatably connected with a driven link 34using a pin 36 that extends through the second apertures 35, 35′ of thecoupler 30 and through an apertures 37, 37′ in a first end of a drivenlink 34. A second end of the driven link 34 includes first driveaperture 38 and second drive aperture 38′ that connected to a drive bore82 (shown best in FIG. 7 ) and are shaped for creating a torsionalnon-sliding interference fit onto a torque transfer tube 16. The torquetransfer tube 16 also has a chamfer 17 surface having an angle thatallows the end of the torque transfer tube 16 to slide through the drivebore 82 of the driven link 34 and through a collar 44 (described below)of the actuator 12. The chamfer 17 has an angled surface that removes aflat edge on the torque transfer tube 16, which could damage thecomponents of the active aerodynamic torque link system 10 duringassembly.

The torque transfer tube 16 also extends through the driven linkapertures 22, 22′ of the fixed link 18 thereby rotatably connecting thedriven link 34 to the fixed link 18. The torque transfer tube 16 alsoextends through bushings 42, 42′ that slide into the driven linkapertures 22, 22′ of the fixed link 18. The bushings 42, 42′ have aneutral fit with the torque transfer tube 16 and are configured torotate with the torque transfer tube within the driven link aperture 22.The bushings 42, 42′ have a rounded aperture that mitigates wear betweenthe torque transfer tube 16 and the driven link apertures 22, 22′. Thebushings 42, 42′ are optional components and are typically made frompolyoxymethylene polymer, which provides desirable friction anddurability properties as well as low noise when the torque transfer tube16 rotates the bushings 42, 42′.

Referring now to FIG. 4 the details of the torque transfer tube 16 areshown and described. The torque transfer tube 16 has a uniquecross-sectional shape that is a four sided polygon torque transfer tubehaving four radial facets 64A, 64B, 64C, 64D each having a roundedexternal surface as shown in the cross-sectional view shown in FIG. 4 .Between each of the radial facets are rounded corners 66A, 66B, 66C,66D. This unique cross-sectional shape of the torque transfer tube 16combined with the shape of the drive aperture 38 on the driven link 34allows the active aerodynamic application torque link system 10 to beassembled by interference fit, thereby eliminating the need for setscrews. Additionally the cross-sectional shape of the torque transfertube 16 and the inner surfaces of the drive aperture 38 reduced thespacing tolerances and eliminates lag between the driven link 34 and thetorque transfer tube 16, when the torque transfer tube 16 rotates.

The torque transfer tube 16 is connected to the actuator 12 using thecollar 44 shown in FIG. 5 . Referring to FIG. 10 the collar 44 connectsto the actuator housing 13 and is held in place by a torsionalinterference fit between the collar 44 and the torque transfer tube 16provided by features on the surface of the collar. Seals 80, 80′ areplaced at the ends of the collar 44 and function to prevent water anddebris from entering the housing 13 between the housing and ends of thecollar 44. The seals 80, 80′ also help retain the collar 44 within thehousing 13. The collar 44 extends through the housing 13 of the actuator12 and allows a push rod to extend through the housing 13 so that thefour bar links 14, 14′ shown in FIG. 1 can be moved by a single pushrod. The collar 44 is connected to gearing in the actuator housing 13that selectively rotates the collar 44 and push rod bi-directionally.

FIG. 5 shows a perspective end view of the collar 44 having an internalsurface 45 of a bore 46 extending through the collar 44. On the internalsurface 45 of the bore 46 are twisted or rifled ridges 48A, 48B, 48C,48D that cause the collar 44 to twist onto the torque transfer tube 16during a torsional interference fit connection. The rifled ridges 48A,48B, 48C, 48D illustrate one particular way of connecting the torquetransfer tube 16 with several components including the driven link 34 aswell as the collar 44. The rifled ridges 48A, 48B, 48C, 48D haveinterference surfaces and relief surfaces that extend through the lengthof the bore 46 formed in the collar 44. The interference surfacesprovide a torsional interference fit between the torque transfer tubeand the interference surfaces, while the relief surfaces have a neutralfit between the torque transfer tube and the relief surfaces.

Referring now to FIGS. 9A and 9B details of the rifled ridges 48A, 48B,48C, 48D are seen. FIG. 9A shows an end view of a first end 68 of thecollar 44 with an interference fit surface first end 70A, 70B, 70C, 70D,70E, 70F, 70G, 70H and relief surface first end 71A, 71B, 71C, 71D, 71E,71F, 71G, 71H. Each rifled ridge 48A, 48B, 48C, 48D has two interferencefit surfaces separated by a relief surface, in addition to a reliefsurface being located between each rifled ridge 48A, 48B, 48C, 48D. Theinterference fit surfaces of each rifled ridge 48A, 48B, 48C, 48D form atorsional interference fit between the collar 44 and the torque transfertube 16. As shown rifled ridge 48A has interference fit surface firstends 70H, 70A that are separated by relief surface first end 71H. Rifledridge 48B has interference fit surface first ends 70B, 70C that areseparated by relief surface first end 71 b, with relief surface firstend 71A separating rifled ridge 48A, 48B. Rifled ridge 48C hasinterference fit surface first ends 70D, 70E that are separated byrelief surface first end 71D, with relief surface first end 71Cseparating rifled ridge 48B, 48C. Rifled ridge 48D has interference fitsurface first ends 70F, 70G that are separated by relief surface firstend 71F, with relief surface first end 71E separating rifled ridge 48C,48D and relief surface first end 71G separating rifled ridge 48D, 48A.

FIG. 9B shows an end view of a second end 72 of the collar 44 with aninterference fit surface second end 74A, 74B, 74C, 74D, 74E, 74F, 74G,74H and relief surface second end 73A, 73B, 73C, 73D, 73E, 73F, 73G,73H. Each rifled ridge 48A, 48B, 48C, 48D has two interference fitsurfaces separated by a relief surface, in addition to a relief surfacebeing located between each rifled ridge 48A, 48B, 48C, 48D. Theinterference fit surfaces of each rifled ridge 48A, 48B, 48C, 48D form atorsional interference fit between the collar 44 and the torque transfertube 16. As shown rifled ridge 48A has interference fit surface secondends 74H, 74A that are separated by relief surface second end 73H.Rifled ridge 48B has interference fit surface second ends 74B, 74C thatare separated by relief surface second end 73B, with relief surfacesecond end 74A separating rifled ridge 48A, 48B. Rifled ridge 48C hasinterference fit surface second ends 74D, 74E that are separated byrelief surface second end 73D, with relief surface second end 73Cseparating rifled ridge 48B, 48C. Rifled ridge 48D has interference fitsurface second ends 74F, 74G that are separated by relief surface secondend 73F, with relief surface second end 73E separating rifled ridge 48C,48D and relief surface second end 73G separating rifled ridge 48D, 48A.

A comparison of FIGS. 9A and 9B shows that the rifled ridges 48A, 48B,48C, 48D, have a twist angle that is defined as the radial location ofthe interference fit surface first end 70A, 70B, 70C, 70D, 70E, 70F,70G, 70H of the rifled ridges 48A, 48B, 48C, 48D compared to the radiallocation of the respective interference fit surface second end 74A, 74B,74C, 74D, 74E, 74F, 74G, 74H of the rifled ridges 48A, 48B, 48C, 48D inrelation to the interference fit first end 70A, 70B, 70C, 70D, 70E, 70F,70G, 70H. In the present embodiment of the invention the twist angle isabout 9.5 degrees, however, the twist angle can be less than or equal to10 degrees, between 8 degrees and 10 degrees, or between 9 degrees and10 degrees, depending on the need of a particular application. As shownin FIGS. 9A and 9B a comparison of the radial location of the first end70A, 70B, 70C, 70D, 70E, 70F, 70G, 70H, shown in the end view of FIG.9A, compared with the radial location of the second end 74A, 74B, 74C,74D, 74E, 74F, 74G, 74H, shown in FIG. 9B; each second end 74A, 74B,74C, 74D, 74E, 74F, 74G, 74H is slightly radially offset from eachrespective first end 70A, 70B, 70C, 70D, 70E, 70F, 70G, 70H shown inFIG. 9A. When the torque transfer tube 16 (shown in FIGS. 1 and 9A) ispushed through the collar 44, the torque transfer tube 16 will slightlytwist because of the rifled ridges 48A, 48B, 48C, 48D. This allows thetorque transfer tube 16 to be connected to the collar without the use ofset screws. It is within the scope of this invention for rifled ridgeshaving the same twist geometry to be used with other components, such asthe driven link 34.

Referring now to FIGS. 6-8 the details of the first drive aperture 38,second drive aperture 38′ and drive bore 82 of the driven link areshown. The first drive aperture 38 and the second drive aperture 38′lead to the drive bore 82 that contains several drive zones 50A, 50B,50C, 50D, 50E, 50F, 50G, 50H separated by drive relief zones 51A, 51B,51C, 51D, 51E, 51F, 51G, 51H. The drive zones 50A, 50B, 50C, 50D, 50E,50F, 50G, 50H provide a torsional non-sliding interference fit betweenthe torque transfer tube 16 and the drive zones 50A, 50B, 50C, 50D, 50E,50F, 50G, 50H of driven link 34. The drive relief zones 51B, 51D, 51F,51H provide a neutral fit between the torque transfer tube and the driverelief zones 51A, 51B, 51C, 51D, 51E, 51F, 51G, 51H of the driven link34. As shown in FIG. 8 drive relief zones 51A, 51C, 51E, 51G have nocontact with the torque transfer tube 16 at all, which also serves torelieve torque.

FIG. 7 is a cross-sectional view of the drive bore 82 extending betweenthe first drive aperture 38 and the second drive aperture 38′. The drivebore 82 has a longitudinal axis A. In FIG. 7 drive zones 50A, 50C, 50E,50G each having a ramp surface 56 with a length that is an angledsurface that extends from aperture 38 to a flat 52, which is a surfacehaving a length with no angle. The ramp surface 56 and flat 52 of drivezones 50A, 50C are oriented in the same direction along the longitudinalaxis A. Drive zones 50B, 50D, 50F, 50H have a ramp surface 56′ that isan angled surface that extends from aperture 38′ to a flat 52′, which isa surface with no angle. The ramp surface 56′ and flat 52′ of drivezones 50B, 50D, 50F, 50H are oriented in the same direction along thelongitudinal axis A, which is opposite the ramp surface 56 and flat 52of drive zones 50A, 50C, 50E, 50G, which are also positioned at oppositesides of the drive bore 82 to creating the opposing draft when thetorque transfer tube 16 is placed within the drive bore 82. Theseopposite ramp surfaces provide an opposing draft that holds and preventsthe torque transfer tube 16 (show in FIG. 1 ) from sliding alonglongitudinally through the drive aperture 38, without a significantamount of force being applied to the torque transfer tube 16, as well aspreventing the torque transfer tube 16 from rocking longitudinally inthe drive bore 82.

The orientation of each drive zone 50A, 50B, 50C, 50D, 50E, 50F, 50G,50H also provides an operational advantage. When the torque transfertube 16 is rotated the transfer of torque between the torque transfertube 16 and the driven link 34 will change through rotation since thelocation of each flat 54, 54′ is different between each drive zone 50A,50B, 50C, 50D, 50E, 50F, 50G, 50H. The result is that the drive aperture38 and polygon facets of torque transfer tube 16 allow for tolerancecompensation. Additionally the amount of force required to create atorsional non-sliding interference fit of the torque transfer tube 16into the drive aperture 38 is about 2000 N or greater than 2000 N,thereby creating a significant torsional non-sliding interference fitretention between the driven link 34 and the torque transfer tube 16.Thus the connection of the torque transfer tube 16 with the driveaperture 38 is provided without the use of fasteners. The torsionalnon-sliding interference fit provides significant retention between thetorque transfer tube 16 and the driven link 34, eliminating the need forfasteners including clips or retention rings between the torque transfertube 16 and the driven link 34.

Referring to FIG. 2 another feature of the invention shown in thedrawings include a self-aligning datum present between the variouslinks, which ensure alignment between links and also prevents overdeployment of the links. The self aligning datum includes a cradlesurface 58 on the fixed link 18 that during assembly is configured toreceive a rounded surface 60 of the coupler link 30. When the pin 26 isplaced through the follower link 24, thereby connecting it to the fixedlink 18 the rounded surface 60 being placed within the cradle surface 58helps to align the follower link 24 with the follower link aperture 20.Also the use of the cradle surface 58 assists in alignment of the driveaperture 38 with the driven link aperture 22 for connection of thetorque transfer tube 16. Additionally as shown in the drawings the fourbar link 14, 14′ includes a stop 62 extending upward from the drivenlink to contact a surface on the coupler 30. The stop 62 makes contactwhen the active aerodynamic application torque link system 10 ispositioned in the deployed position. This helps to prevent overdeployment of the system.

Another feature of the invention includes different actuator housingconfigurations, shown in FIGS. 11 and 12 , which connect the housing tothe vehicle in a way that provides proper alignment of the components ofthe active aerodynamic torque link system 10, while also preventing thehousing from rotating. FIG. 11 shows an actuator 112 what has a housing113 that connects to a base 115 that is either a part of the vehicle ora piece that is connected with the vehicle. The base 115 includes a slot117 that is configured to receive and hold a ledge 114 formed on asurface of the housing 113. The ledge 114 and slot 117 help to properlyalign and hold the housing 113 onto the base 115. The base 115 also hasa dowel 112 projecting from a surface and a threaded aperture 124. Thehousing 113 also has an alignment tab 116 with an alignment aperture 120and a fastener aperture 118. The alignment aperture 120 receives thedowel 122, which properly locates the housing 113 with respect to thebase 115 so that a fastener 126 is properly inserted through thefastener aperture 118 and connects to the threaded aperture 124.

FIG. 12 depicts another alternate embodiment showing an actuator 212with a housing 213 that connects to a base 214. The base 214 is eitherpart of the vehicle or is a separate component that connects to thevehicle. The base 214 includes a dowel 222 projecting from a surface andthreaded apertures 224, 224′ at two opposing locations on the base 214.The housing 213 also an alignment aperture 220 and two fastenerapertures 218, 218′. The alignment aperture 220 receives the dowel 222,which properly locates the housing 213 with respect to the base 214 sothat fastener 226, 226′ are properly inserted through a respective oneof the fastener apertures 218, 218′ and connects to the respectivethreaded apertures 224, 224′.

The description of the invention is merely exemplary in nature and,thus, variations that do not depart from the gist of the invention areintended to be within the scope of the invention. Such variations arenot to be regarded as a departure from the spirit and scope of theinvention.

What is claimed is:
 1. An active aerodynamic application torque drivenlink system comprising: a torque driven link system having a drivenlink; a torque transfer tube; wherein the driven link has a drive borewith an opposing first drive aperture and a second drive aperture thatreceive the torque transfer tube, wherein there is a torsionalnon-sliding interference fit between the drive bore and the torquetransfer tube; and an actuator rotatably connected to the torquetransfer tube for rotating the torque transfer tube thereby transferringtorque to the four bar linkage through the driven link.
 2. The activeaerodynamic application torque driven link system of claim 1 furthercomprising: wherein within the drive bore of the driven link, the firstdrive aperture and the second drive aperture have a plurality of drivezones separated by one of a plurality of drive relief zones, whereineach one of the plurality of drive zones creates the torsionalnon-sliding interference fit between the torque transfer tube and thedrive bore of the driven link and at least one of the plurality of driverelief zones creates a neutral fit between the torque transfer tube andthe drive bore, and wherein, each one of the plurality of drive zonesinclude a ramp surface having a length, and a flat surface having alength for abutting against the torque transfer tube.
 3. The activeaerodynamic application torque driven link system of claim 2 furthercomprising: the plurality of drive zones each include a first one of theplurality of drive zones having a ramp surface with a length extendingin the drive bore from the first drive aperture in a direction toward asecond drive aperture and a flat surface having a length extending inthe drive bore from the second drive aperture toward the first driveaperture, wherein the ramp surface of the first one of the plurality ordrive zones contacts the flat surface of the first one of the pluralityof drive zones in the drive bore; the plurality of drive zones eachinclude a second one of the plurality of drive zones having a rampsurface with a length extending in the drive bore from the second driveaperture in a direction toward a first drive aperture and a flat surfacehaving a length extending in the drive bore from a first drive aperturetoward the second drive aperture, wherein the ramp surface of the secondone of the plurality or drive zones contacts the flat surface of thesecond one of the plurality of drive zones in the drive bore, whereinthe first one of the plurality of drive zones and the second one of theplurality of drive zones are aligned and positioned at opposite sides ofthe drive bore to create an opposing draft when the torque transfer tubeis placed within the drive bore.
 4. The active aerodynamic applicationtorque driven link system of claim 1 wherein the connection of thetorque transfer tube with the drive bore is provided without the use offasteners.
 5. The active aerodynamic application torque driven linksystem of claim 1 further comprising: wherein the torque transfer tubehas a four sided polygon cross-sectional shape that includes four radialfacets, each having a rounded external surface with rounded cornersbetween each of the four radial facets.
 6. The active aerodynamicapplication torque driven link system of claim 1 further comprising afixed link rotatably having driven link apertures that rotatably receivethe torque transfer tube, thereby rotatably connecting the driven linkto the fixed link.
 7. The active aerodynamic application torque drivenlink system of claim 6 further comprising: at least one bushingconnected to the torque transfer tube, wherein the at least one bushinghas a neutral fit with the torque transfer tube and the at least onebushing is configured to rotate with the torque transfer tube within thedriven link apertures formed in the fixed link.
 8. The activeaerodynamic application torque driven link system of claim 1 furthercomprising a collar connected to the actuator, the collar has a borewith and inside surface that receives and holds the torque transfertube, wherein the inside surface has a plurality of rifled ridgesextending through the inside surface of the bore where the plurality ofrifled ridges each have a twist angle to create a torsional interferencefit between the torque transfer tube and the collar.
 9. The activeaerodynamic application torque driven link system of claim 8 wherein thetwist angle is defined as the radial location of a first end of one ofthe plurality of rifled ridges compared to the radial location of asecond end of one of said one of the plurality of rifled ridges inrelation to the first end and the twist angle is about 9.5 degrees. 10.An active aerodynamic application torque driven link system comprising:a torque transfer tube; a torque driven link system having a driven linkconnected to the torque transfer tube; an actuator rotatably connectedto the torque transfer tube for rotating the torque transfer tubethereby transferring torque to the driven link; and a collar connectedto the actuator, the collar has a bore with and inside surface thatreceives and holds the torque transfer tube, wherein the inside surfacehas a plurality of rifled ridges extending through the inside surface ofthe bore, wherein the plurality of rifled ridges each have a twist angleto create a torsional interference fit between the torque transfer tubeand the collar.
 11. The active aerodynamic application torque drivenlink system of claim 10 wherein the driven link has a drive bore with anopposing first drive aperture and a second drive aperture with thetorque transfer tube extending through the first drive aperture, drivebore and second drive aperture.
 12. The active aerodynamic applicationtorque driven link system of claim 11 wherein the connection of thetorque transfer tube with the drive bore is provided without the use offasteners.
 13. The active aerodynamic application torque driven linksystem of claim 11 wherein the torque transfer tube has a four sidedpolygon cross-sectional shape that includes four radial facets, eachhaving a rounded external surface with rounded corners between each ofthe four radial facets.
 14. The active aerodynamic application torquedriven link system of claim 10 further comprising: wherein within thedrive bore of the driven link, the first drive aperture and the seconddrive aperture have a plurality of drive zones separated by one of aplurality of drive relief zones, wherein each one of the plurality ofdrive zones creates the torsional non-sliding interference fit betweenthe torque transfer tube and the drive bore of the driven link and atleast one of the plurality of drive relief zones creates a neutral fitbetween the torque transfer tube and the drive bore, and wherein, eachone of the plurality of drive zones include a ramp surface having alength, and a flat surface having a length for abutting against thetorque transfer tube.
 15. The active aerodynamic application torquedriven link system of claim 14 further comprising: the plurality ofdrive zones each include a first one of the plurality of drive zoneshaving a ramp surface with a length extending in the drive bore from thefirst drive aperture in a direction toward a second drive aperture and aflat surface having a length extending in the drive bore from the seconddrive aperture toward the first drive aperture, wherein the ramp surfaceof the first one of the plurality or drive zones contacts the flatsurface of the first one of the plurality of drive zones in the drivebore; the plurality of drive zones each include a second one of theplurality of drive zones having a ramp surface with a length extendingin the drive bore from the second drive aperture in a direction toward afirst drive aperture and a flat surface having a length extending in thedrive bore from a first drive aperture toward the second drive aperture,wherein the ramp surface of the second one of the plurality or drivezones contacts the flat surface of the second one of the plurality ofdrive zones in the drive bore, wherein the first one of the plurality ofdrive zones and the second one of the plurality of drive zones arealigned and positioned at opposite sides of the drive bore to create anopposing draft when the torque transfer tube is placed within the drivebore.
 16. The active aerodynamic application torque driven link systemof claim 15 wherein the connection of the torque transfer tube with thedrive bore is provided without the use of fasteners.
 17. The activeaerodynamic application torque driven link system of claim 15 whereinthe four sided polygon cross sectional shape of the torque transfer tubeincludes four radial facets, each having a rounded external surface withrounded corners between each of the four radial facets.
 18. The activeaerodynamic application torque driven link system of claim 15 furthercomprising: a cradle surface formed on the fixed link that is configuredto receive a rounded surface formed on the coupler link that assists inaligning the four bar linkage during assembly; a stop extending upwardfrom the driven link, configured to contact a surface on the couplerwhen the active aerodynamic application torque link system is in adeployed position.
 19. The active aerodynamic application torque drivenlink system of claim 15 further comprising: a base connected to avehicle; a slot in the base; a housing of the actuator connected to thebase; a ledge formed on the housing, the ledge being sized to slidablyengage the slot in the base; an alignment tab extending from the housingadjacent the base, wherein the alignment tab has a fastener aperturethat is aligned with a threaded aperture on the base; and a fastenerpositioned through the fastener aperture of the alignment tab andconnected to the threaded aperture of the base for securing the housingthe base.
 20. The active aerodynamic application torque driven linksystem of claim 15 further comprising: a base connected to a vehicle; ahousing of the actuator connected to the base; a dowel projecting fromthe housing; two threaded aperture formed on the housing at oppositelongitudinal ends of the housing; an alignment aperture formed on thehousing; two fastener apertures formed on the housing that each alignedwith a respective one of the two threaded apertures when the dowel isinserted into the alignment aperture; and two fasteners each positionedthrough a respective one of the two fastener apertures of the housingand connected to a respective one of the two threaded apertures of thebase for securing the housing the base.
 21. The active aerodynamicapplication torque driven link system of claim 10 further comprising afixed link rotatably having driven link apertures that rotatably receivethe torque transfer tube, thereby rotatably connecting the driven linkto the fixed link.
 22. The active aerodynamic application torque drivenlink system of claim 21 further comprising: at least one bushingconnected to the torque transfer tube, wherein the at least one bushinghas a neutral fit with the torque transfer tube and the at least onebushing is configured to rotate with the torque transfer tube within thedriven link apertures formed in the fixed link.
 23. The activeaerodynamic application torque driven link system of claim 10 whereinthe twist angle is defined as the radial location of a first end of oneof the plurality of rifled ridges compared to the radial location of asecond end of one of said one of the plurality of rifled ridges inrelation to the first end and the twist angle is about 9.5 degrees. 24.The active aerodynamic application torque driven link system of claim 10further comprising: a base connected to a vehicle; a slot in the base; ahousing of the actuator connected to the base; a ledge formed on thehousing, the ledge being sized to slidably engage the slot in the base;an alignment tab extending from the housing adjacent the base, whereinthe alignment tab has a fastener aperture that is aligned with athreaded aperture on the base; and a fastener positioned through thefastener aperture of the alignment tab and connected to the threadedaperture of the base for securing the housing the base.
 25. The activeaerodynamic application torque driven link system of claim 10 furthercomprising: a base connected to a vehicle; a housing of the actuatorconnected to the base; a dowel projecting from the housing; two threadedapertures formed on the housing at opposite longitudinal ends of thehousing; an alignment aperture formed on the housing; two fastenerapertures formed on the housing that each aligned with a respective oneof the two threaded apertures when the dowel is inserted into thealignment aperture; and two fasteners each positioned through arespective one of the two fastener apertures of the housing andconnected to a respective one of the two threaded apertures of the basefor securing the housing the base.